CN109204570B - Vehicle body structure - Google Patents
Vehicle body structure Download PDFInfo
- Publication number
- CN109204570B CN109204570B CN201810554275.8A CN201810554275A CN109204570B CN 109204570 B CN109204570 B CN 109204570B CN 201810554275 A CN201810554275 A CN 201810554275A CN 109204570 B CN109204570 B CN 109204570B
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- China
- Prior art keywords
- flange
- vertical wall
- vehicle body
- cross member
- tunnel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/20—Floors or bottom sub-units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/20—Floors or bottom sub-units
- B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/023—Assembly of structural joints
Abstract
The invention provides a vehicle body structure capable of ensuring load transmission from a cross member to a floor tunnel side. The vehicle body structure is provided with a floor tunnel (16), a cross member (20), and a partition (18). The cross member (20) is provided with a cross member vertical wall (21) and a cross member flange (58). The partition (18) is provided with a partition vertical wall (42). The partition vertical wall (42) and the cross beam vertical wall (21) are disposed at the same position in the front-rear direction of the vehicle body. The first beam flange (58) is provided with an adhesive section (91) that is adhered to the floor tunnel (16), and a weld section (92). The welding part (92) is welded to the floor tunnel at a position farther from the beam vertical wall (21) than the bonding part (91).
Description
Technical Field
The present invention relates to a vehicle body structure.
Background
As a vehicle body structure, the following structure is known (for example, see japanese patent No. 5156729): the floor tunnel extends in the front-rear direction of the vehicle body, the cross member extends in the vehicle width direction from the left and right sides of the floor tunnel, and a partition is joined to an extension line of the cross member inside the floor tunnel.
In this vehicle body structure, for example, in order to support an impact load input to the cross member from a side of the vehicle, it is necessary to ensure load transmissibility from the cross member to the bulkhead. In order to ensure load transmission from the cross member to the bulkhead, it is preferable that the front and rear walls of the cross member and the bulkhead are aligned in the vehicle body longitudinal direction, and the cross member and the bulkhead are aligned in the vehicle body longitudinal direction.
In this state, the welding flange of the cross member and the welding flange of the partition are joined to the floor tunnel by spot welding with a welding device (e.g., a welding gun). Thus, when an impact load is input to the cross member from the vehicle width direction, the impact load is transmitted from the cross member to the bulkhead, and load transmissibility is ensured. Thus, the impact load input to the cross member can be supported by the cross member.
However, according to the vehicle body structure of japanese patent No. 5156729, it is considered that when the welding flange of the cross member is spot-welded to the floor tunnel, the welding equipment (welding gun) interferes with the partition plate in the floor tunnel. Thus, it is necessary to join the body of the cross member to the floor tunnel at a position remote from the body of the bulkhead by spot welding.
Therefore, the distance from the main body of the cross beam to the joint of the welding flange becomes long, and the welding flange therebetween is deformed, so that it becomes difficult to ensure the load transmission.
Disclosure of Invention
An aspect of the present invention provides a vehicle body structure capable of ensuring load transmission from a cross member to a floor tunnel side.
(1) A vehicle body structure according to an aspect of the present invention includes: a floor tunnel provided in the center of the floor in the vehicle width direction; a cross member joined to a side surface of the floor tunnel and extending in a vehicle width direction; and a partition plate provided inside the floor tunnel, wherein the cross beam includes: a beam vertical wall extending in the vehicle width direction and in the up-down direction; and a beam flange extending in a vehicle body front-rear direction from the beam vertical wall, wherein the bulkhead includes a bulkhead vertical wall extending in a vehicle width direction and in a vertical direction, and the beam vertical wall and the bulkhead vertical wall are arranged at the same position in the vehicle body front-rear direction, and the beam flange includes: a bonding portion bonded to the floor tunnel; and a welding part welded to the floor tunnel at a position farther from the beam vertical wall than the bonding part.
In this way, the beam flange is provided with the bonding portion and the welding portion. The bonding portion is a portion bonded to the floor tunnel with an adhesive. Since the adhesive does not interfere with the device and the partition, it can be applied to the vicinity of the vertical wall of the beam. Therefore, the adhesive portion is provided in the vicinity of the beam vertical wall with respect to the welded portion.
On the other hand, the welded portion is a portion welded to the floor tunnel by spot welding based on, for example, a welding device (welding gun). Therefore, it is necessary to suppress interference of the welding apparatus with the separator. Therefore, the welding portion is provided at a position farther from the beam vertical wall than the bonding portion.
By providing the bonding portion and the welding portion in the cross beam flange, the bonding portion of the cross beam flange can be fixed to the vicinity of the cross beam vertical wall by bonding. Therefore, when an impact load is input to the cross member, deformation of the portion of the cross member flange in the vicinity of the cross member vertical wall can be suppressed. That is, the positional deviation of the beam vertical wall with respect to the partition vertical wall can be prevented. This ensures load transmission performance in which an impact load input to the cross member from the vehicle body side is transmitted from the cross member vertical wall to the bulkhead vertical wall.
In addition, a welding part is arranged on a part of the beam flange far away from the vertical wall of the clapboard. This ensures the joint strength of the cross member to the floor tunnel.
(2) In the above vehicle body structure, the cross member may include: a lower beam provided on the floor side; and an upper beam provided above the lower beam, the beam flange including: a lower flange provided to the lower beam; and an upper flange provided to the upper beam, the bonding portion being continuously bonded from the lower flange to the upper flange.
In this way, the adhesive portion is continuously formed from the lower flange to the upper flange. Therefore, the positional deviation between the lower flange and the upper flange can be suppressed by the adhesive. This makes it possible to more favorably ensure the load transmission property of the impact load inputted to the cross member from the vehicle body side, from the cross member vertical wall to the bulkhead vertical wall.
(3) In the vehicle body structure, the cross member flange may include a flange weld portion where the lower flange and the upper flange are overlapped and welded to each other, and the adhesive portion may be provided so as to pass through the flange weld portion.
In this way, the lower flange is overlapped with a part of the upper flange and welded, thereby forming a flange weld. Thus, the rigidity of the flange weld can be ensured. The adhesive portion is passed through a flange weld portion which ensures rigidity.
Thus, the impact load can be transmitted from the vertical cross member wall to the vertical partition wall more favorably by the flange welded portion having ensured rigidity.
(4) In the vehicle body structure, the bulkhead may be welded to both the lower flange and the upper flange.
Thus, both the lower flange and the upper flange are welded to the separator. Thus, the positional deviation of the cross beam vertical wall with respect to the partition vertical wall can be prevented more reliably.
This makes it possible to better transmit the impact load input to the cross member from the side of the vehicle body from the cross member vertical wall to the bulkhead vertical wall.
(5) In the vehicle body structure, the floor tunnel may include a ridge line patch extending in a vehicle body longitudinal direction along a ridge line, and the cross member flange may be welded to the ridge line patch.
In this way, the ridge line patch is extended in the vehicle body front-rear direction along the ridge line of the floor tunnel. The ridge patch is welded with a beam flange. Therefore, the impact load input from the vehicle body side to the cross member can be transmitted in the vehicle body longitudinal direction of the floor tunnel via the ridge line patch. This enables the impact load input to the cross member to be supported by the entire vehicle.
(6) A vehicle body structure according to another aspect of the present invention includes: a bonded plate; and a first plate and a second plate bonded to the bonded plate by a bonding portion, the bonded plate including: a first individual portion in which the first sheet is individually superposed on the bonded sheet; three overlapping portions where the first plate and the second plate are overlapped on the bonded plate; and a second individual portion in which the second plate is individually superimposed on the bonded plate, wherein the bonding portion is provided continuously from a start point provided in the first individual portion to an end point provided in the second individual portion through the three superimposed portions, and the start point and the end point are welded to the bonded plate.
In this way, the adhesive sheet and the first sheet are provided with the first separate portion separately overlapping each other. The adhesive sheet further includes three superposed portions where the adhered sheet, the first sheet, and the second sheet are superposed. The adhesive sheet is provided with a second separate portion in which the adhesive sheet and the second sheet are separately superposed.
Here, in the vicinity of the three superposed portions, it is considered that a gap corresponding to the first plate is left between the second plate and the bonded plate. In this case, the second plate can be bonded to the bonded plate by filling the gap corresponding to the first plate with the adhesive. Thereby, three sheets of the bonded sheet, the first sheet and the second sheet can be continuously bonded.
In addition, a start point is provided in the first individual section, and an end point is provided in the second individual section. The adhesive portion is provided continuously from the starting point to the end point via the three overlapped portions. That is, the first plate and the second plate are continuously bonded to the bonded plate from the starting point to the end point via the three superposed portions. Therefore, the first plate and the second plate can be firmly adhered to the adhered plate. This makes it possible to transmit the impact load input to the first plate and the second plate to the bonded plate side with good efficiency, and to ensure the load transmission from the first plate and the second plate to the bonded plate side.
The starting point and the end point are welded to the bonded plate. Thus, the starting point and the ending point of the adhesion to the adhered plate are firmly fixed by welding. This prevents the start point and the end point of the adhesive section from peeling off from the adhered sheet.
(7) In the above vehicle body structure, the first panel and the second panel may be sequentially superimposed on the bonded panel in the three superimposed portions, the second panel may include a first surface and a second surface extending in a direction intersecting the first surface, the three superimposed portions may be provided on the first surface, and the end point may be provided on the second surface.
In this way, the second plate is provided with a first face and a second face. The second surface extends in a direction intersecting the first surface. Three overlapping portions are provided on the first surface, and an end point is provided on the second surface. Therefore, the second surface can be brought into contact with the plate to be bonded and welded while allowing a gap corresponding to the first plate between the first surface and the plate to be bonded. This improves the ease of assembly of the bonded plate, the first plate, and the second plate.
According to the invention, the bonding portion and the welding portion are provided on the beam flange, and the bonding portion is provided in the vicinity of the beam vertical wall. The welding portion is provided at a position farther from the beam vertical wall than the adhesion portion. This ensures load transmission from the cross member to the floor tunnel side.
Drawings
Fig. 1 is a perspective view showing a vehicle body structure according to an embodiment of the present invention.
Fig. 2 is a cross-sectional view showing a state of the present invention taken along line II-II of fig. 1.
Fig. 3 is a cross-sectional view showing a state of the embodiment of the present invention taken along line III-III of fig. 2.
Fig. 4 is a perspective view showing a state in which a floor tunnel of a vehicle body structure according to an embodiment of the present invention is viewed from below.
Fig. 5 is a perspective view showing a cross member of a vehicle body structure in an embodiment of the present invention.
Fig. 6 is an exploded perspective view illustrating the cross member of fig. 5 in an embodiment of the present invention.
Fig. 7 is a perspective view showing an enlarged view of section VII of fig. 1 in an embodiment of the present invention.
Fig. 8 is a perspective view showing an enlarged view of section VIII in fig. 5 in an embodiment of the present invention.
Fig. 9 is a cross-sectional view showing an enlarged state of a portion IX in fig. 3 in an embodiment of the present invention.
Fig. 10 is a cross-sectional view showing a state of the embodiment of the present invention taken along line X-X of fig. 8.
Fig. 11 is a cross-sectional view showing a state of the embodiment of the present invention, which is taken along line XI-XI of fig. 8.
Detailed Description
An embodiment of the present invention will be described with reference to the drawings. In the drawing, an arrow FR points to the front of the vehicle, an arrow UP points to the upper side of the vehicle, and an arrow LH points to the left side of the vehicle.
The vehicle body structure 10 has a substantially bilaterally symmetric structure. Therefore, the left-side constituent member and the right-side constituent member are denoted by the same reference numerals, and the left-side structure will be described while the description of the right-side structure will be omitted.
As shown in fig. 1, the vehicle body structure 10 includes a dash lower portion 12, left and right floor panels 13, a kick-up panel 14, left and right side sills 15, a floor tunnel 16 (a panel to be bonded), a bulkhead 18 (see fig. 2), and left and right cross members 20.
The left rocker 15 is disposed on the left side in the vehicle width direction, and extends from the outer end of the outrigger 23 toward the rear of the vehicle body to the kick-up portion 24. The right rocker 15 is formed to be substantially bilaterally symmetrical to the left rocker 15.
A floor tunnel 16 is provided at the center in the vehicle width direction of the left and right rocker 15. The floor tunnel 16 extends from the cowl lower 12 toward the rear of the vehicle body to the kick-up plate 14.
As shown in fig. 2 and 3, the floor tunnel 16 includes a tunnel main body 25, a left ridge patch (ridge patch) 27, and a right ridge patch (ridge patch) 28. The tunnel main body 25 has a tunnel left side wall 31 (side of floor tunnel), a tunnel right side wall 32 (side of floor tunnel), a tunnel top 33, a tunnel left flange 34, and a tunnel right flange 35.
The tunnel left-side wall 31 and the tunnel right-side wall 32 are arranged in a state of standing at an interval in the vehicle width direction. The tunnel left side wall 31 extends with an ascending slope toward the vehicle width direction right side, and forms a left side surface of the floor tunnel 16.
The tunnel right-side wall 32 extends with an ascending slope toward the vehicle width direction left side, thereby forming a right-side surface of the floor tunnel 16.
The upper end of the duct left side wall 31 and the upper end of the duct right side wall 32 are connected by a duct top 33. A left ridge (ridge) 37 is formed at the intersection of the upper end of the left channel side wall 31 and the channel ceiling 33. The left ridge line 37 is joined to the left ridge line patch 27 from the inside of the floor tunnel 16. The left ridge patch 27 has a patch horizontal portion 27a joined to the channel top 33 and a patch vertical portion 27b joined to the channel left side wall 31.
The left ridge line patch 27 is formed in a V-shaped cross section by the patch horizontal portion 27a and the patch vertical portion 27 b. The left ridge patch 27 extends in the vehicle body longitudinal direction along the left ridge 37 (see fig. 4).
A right ridge (ridge) 38 is formed at the intersection of the upper end of the right channel side wall 32 and the channel ceiling 33. On the right ridge 38, a right ridge patch 28 is joined from the inside of the floor tunnel 16. The right ridge patch 28 extends in the vehicle body longitudinal direction along the right ridge 38. The right ridge patch 28 is formed in the same manner as the left ridge patch 27.
The left ridge line patch 27 is joined to the left ridge line 37, and the right ridge line patch 28 is joined to the right ridge line 38, so that the left ridge line patch 27 and the right ridge line patch 28 ensure the rigidity of the floor tunnel 16 against an impact load input to the floor tunnel 16 from the vehicle body longitudinal direction.
The tunnel left flange 34 extends leftward in the vehicle width direction from a lower end portion of the tunnel left side wall 31. The tunnel right flange 35 extends rightward in the vehicle width direction from a lower end portion of the tunnel right side wall 32.
The inner side edge 13a of the left floor 13 is joined from below to the left side edge 34a of the tunnel left flange 34. The outer side edge of the left floor panel 13 is joined to a left rocker 15 (see fig. 1). The inner side edge 13a of the right floor 13 is joined from below to the right side edge 35a of the passage right flange 35. The outer side edge of the right floor panel 13 is joined to a right rocker 15 (see fig. 1). A partition 18 is provided in the interior 39 of the channel body 25.
As shown in fig. 3 and 4, the partition plate 18 includes a partition plate coupling portion 41, a first partition plate vertical wall 42, and a second partition plate vertical wall 43.
The diaphragm coupling portion 41 has a left flange portion 45, a right flange portion 46, and a coupling portion 47. A left flange 45 is formed on the left side of the coupling portion 47. A right flange 46 is formed on the right side of the coupling portion 47. The left flange portion 45 is engaged with the channel left flange 34 from below. The right flange portion 46 is engaged with the tunnel right flange 35 from below. In this state, the connection portion 47 is disposed at the opening 48 of the tunnel main body 25 so as to extend in the vehicle width direction.
The coupling portion 47 has a coupling plate 51, a first coupling portion flange 52, and a second coupling portion flange 53. The connecting plate 51 is disposed at a position facing the tunnel ceiling 33, and is formed in a plate shape. The first link flange 52 rises from the front edge of the web 51 toward the channel top 33. The second joint flange 53 rises from the rear edge of the joint plate 51 toward the tunnel ceiling 33.
The lower end 42a of the first bulkhead vertical wall 42 is joined to the front edge 51a of the linking plate 51 and the first linking portion flange 52. The first bulkhead vertical wall 42 extends in the vehicle width direction and in the vertical direction. The first bulkhead vertical wall 42 has a first upper vertical wall flange 42b, a first left vertical wall flange 42c and a first right vertical wall flange 42 d.
The first upper vertical wall flange 42b is engaged along the channel top 33. The first left vertical wall flange 42c is joined along the channel left side wall 31. The first right vertical wall flange 42d is joined along the channel right side wall 32.
The lower end portion 43a of the second bulkhead vertical wall 43 is joined to the rear edge 51b of the linking plate 51 and the second linking portion flange 53. The second bulkhead vertical wall 43 is formed substantially symmetrically with the first bulkhead vertical wall 42 in the vehicle body front-rear direction.
The second bulkhead vertical wall 43 extends in the vehicle width direction and in the vertical direction. The second bulkhead vertical wall 43 has a second upper vertical wall flange 43b, a second left vertical wall flange 43c, and a second right vertical wall flange 43 d. The second upper vertical wall flange 43b is engaged along the channel top 33. The second left vertical wall flange 43c is joined along the channel left side wall 31. The second right vertical wall flange 43d is joined along the channel right side wall 32.
By providing the bulkhead 18 in the interior 39 of the tunnel main body 25, the rigidity of the floor tunnel 16 is ensured by the bulkhead 18 in response to an impact load input to the floor tunnel 16 from the vehicle width direction.
Further, by providing the partition plate 18 in the interior 39 of the tunnel main body 25, the opening portion 48 of the tunnel main body 25 can be prevented from being opened in the vehicle width direction.
Returning to fig. 1, a left cross member 20 is joined to the channel left side wall 31 of the channel main body 25. That is, the left cross member 20 is joined to the tunnel left side wall 31 of the floor tunnel 16 (tunnel main body 25) and extends to the left rocker 15 in the vehicle width direction. The left cross member 20 includes a lower beam 55 and an upper beam 56.
The right cross member 20 and the left cross member 20 are formed substantially in bilateral symmetry. Hereinafter, the detailed description of the right cross member 20 will be omitted, and the left cross member 20 will be described as the "cross member 20".
As shown in fig. 5 and 6, the lower beam 55 is provided on the left floor panel 13 side. The lower member 55 is sandwiched between the floor tunnel 16 and the left rocker 15 (see fig. 1) and extends in the vehicle width direction. The lower beam 55 has a first lower vertical wall 61, a lower inclined wall 62, a second lower vertical wall 63, a lower roof 64, a first lower flange 65, a second lower flange 66, a third lower flange (lower flange, first plate) 67, a fourth lower flange (lower flange, first plate) 68, and a fifth lower flange (lower flange, first plate) 69.
The first lower vertical wall 61 and the second lower vertical wall 63 are disposed at a distance in the vehicle longitudinal direction. The first lower vertical wall 61 extends in the vehicle width direction and in the vertical direction. The lower inclined wall 62 extends upward at an upward gradient from the upper edge of the first lower vertical wall 61 toward the vehicle body rear side. The lower top portion 64 extends rearward from the rear edge of the lower inclined wall 62 and is connected to the upper edge of the second lower vertical wall 63.
The second lower vertical wall 63 extends in the vehicle width direction and in the vertical direction.
The first lower flange 65 extends from the lower edge of the first lower vertical wall 61 toward the front of the vehicle body along the left floor 13. The first lower flange 65 is welded to the left floor panel 13 by, for example, spot welding. The second lower flange 66 extends rearward of the vehicle body from the lower edge of the second lower vertical wall 63 along the left floor 13. The second lower flange 66 is welded to the left floor panel 13 by, for example, spot welding.
The third lower flange 67 extends from the inner end 61a of the first lower vertical wall 61 toward the vehicle body front side along the tunnel left side wall 31. The fourth lower flange 68 extends obliquely upward and forward of the vehicle body from the inner end 62a of the lower inclined wall 62 along the tunnel left side wall 31.
Further, a fifth lower flange 69 extends rearward of the vehicle body from the inner end of the second lower vertical wall 63 along the tunnel left side wall 31.
The third lower flange 67, the fourth lower flange 68, and the fifth lower flange 69 are joined to the tunnel left side wall 31 by spot welding, an adhesive, or the like as described later.
As shown in fig. 6 and 7, an upper beam 56 is provided above an inner end portion 55a of the lower beam 55. The upper beam 56 has a first upper vertical wall 71, a second upper vertical wall 72, an upper inclined wall 73, an upper ceiling 74, an upper side wall 75, an upper curved portion 76, a first upper flange (upper flange, second plate) 77, a second upper flange (upper flange, second plate) 78, a third upper flange (upper flange, second plate) 79, and a fourth upper flange (upper flange, second plate) 81.
The first upper vertical wall 71 has a first transverse vertical wall 83 and a first longitudinal vertical wall 84. The second upper vertical wall 72 has a second transverse vertical wall 86 and a second longitudinal vertical wall 87.
The first transverse vertical wall 83, the upper inclined wall 73, the upper ceiling 74, and the second transverse vertical wall 86 are joined to overlap the inner end portion 55a of the lower beam 55 from above. Specifically, the first lateral vertical wall 83 is joined to the inner end portion of the first lower vertical wall 61. The upper inclined wall 73 is engaged with the inner end portion of the lower inclined wall 62. The upper roof 74 engages the inner end of the lower roof 64. The second transverse vertical wall 86 is joined to the inner end portion of the second lower vertical wall 63.
In this state, the upper beam 56 is joined to the inner end portion 55a of the lower beam 55.
The first longitudinal vertical wall 84 extends upward from the inner end of the first transverse vertical wall 83 along the left channel side wall 31. The second longitudinal vertical wall 87 extends upward from the inner end of the second transverse vertical wall 86 along the left channel side wall 31. An upper side wall 75 is formed between the first longitudinal vertical wall 84 and the second longitudinal vertical wall 87.
The upper side wall 75 extends from the inner end 73a of the upper inclined wall 73 and the inner end 74a of the upper roof 74 to the upper end portion of the tunnel left side wall 31 (i.e., the tunnel roof 33) along the first vertical wall 84 and the second vertical wall 87 toward the vehicle width direction inner side with an upward gradient.
The upper bent portion 76 is bent inward in the vehicle width direction from the upper end of the upper side wall 75 along the tunnel ceiling 33.
The first upper flange 77 projects from the inner edge of the first longitudinal vertical wall 84 toward the front of the vehicle body along the tunnel left side wall 31. The second upper flange 78 projects from the inner edge of the second longitudinal vertical wall 87 toward the rear of the vehicle body along the channel left side wall 31.
The third upper flange 79 extends from the front edge of the upper bent portion 76 toward the front of the vehicle body along the tunnel ceiling 33. The third upper flange 79 is joined to the first upper flange 77. The first upper flange 77 and the third upper flange 79 are formed in an L-shaped cross section.
The fourth upper flange 81 projects from the rear edge of the upper bent portion 76 toward the vehicle body rear along the tunnel top 33. The fourth upper flange 81 is joined to the second upper flange 78. The second upper flange 78 and the fourth upper flange 81 are formed in an L-shaped cross section.
The first beam flange (beam flange) 58 of the beam 20 is formed by the third lower flange 67, the fourth lower flange 68, the first upper flange 77, and the third upper flange 79. The first cross member flange 58 extends forward of the vehicle body from the first cross member vertical wall (cross member vertical wall) 21 of the cross member 20.
The first beam vertical wall 21 is formed by a first upper vertical wall 71 and a first lower vertical wall 61.
The fifth lower flange 69, the second upper flange 78, and the fourth upper flange 81 form a second beam flange (beam flange) 59 of the beam 20. The second cross member flange 59 extends rearward of the vehicle body from the second cross member vertical wall (cross member vertical wall) 22 of the cross member 20.
The second beam vertical wall 22 is formed by a second upper vertical wall 72 and a second lower vertical wall 63.
That is, the cross member 20 includes the first cross member vertical wall 21, the second cross member vertical wall 22, the first cross member flange 58, and the second cross member flange 59.
The first cross member vertical wall 21 extends in the vehicle width direction and in the vertical direction. The second cross member vertical wall 22 extends in the vehicle width direction and in the vertical direction.
The first cross member flange 58 extends from the inner end of the first cross member vertical wall 21 toward the front of the vehicle body along the tunnel left side wall 31. The second cross member flange 59 extends rearward of the vehicle body from the inner end of the second cross member vertical wall 22 along the tunnel left side wall 31.
The first cross member vertical wall 21 and the first cross member flange 58 are formed substantially symmetrically with the second cross member vertical wall 22 and the second cross member flange 59 in the vehicle body front-rear direction. Therefore, the first beam vertical wall 21 and the first beam flange 58 will be described in detail below, and the second beam vertical wall 22 and the second beam flange 59 will not be described in detail.
As shown in fig. 3 and 8, the first cross member vertical wall 21 is disposed at the same position as the first bulkhead vertical wall 42 in the vehicle body longitudinal direction. The second cross member vertical wall 22 is disposed at the same position as the second bulkhead vertical wall 43 in the vehicle body longitudinal direction.
In this state, the first beam flange 58 includes the adhesive portion 91 and the welded portion 92. The bonding portion 91 is bonded to the tunnel left side wall 31 of the floor tunnel 16 with an adhesive 94 (see fig. 10) at a position close to the inner end portion 21a of the first beam vertical wall 21.
In this way, the first beam flange 58 is provided with the adhesive portion 91 and the welded portion 92. The bonding portion 91 is a portion bonded to the floor tunnel 16 by an adhesive 94. The adhesive 94 can be applied to the vicinity of the first beam vertical wall 21. Thus, the adhesive portion 91 is provided in the vicinity of the inner end portion 21a of the first beam vertical wall 21.
The welding portion 92 includes a first welding portion 92a, a second welding portion 92b, a third welding portion 92c, a fourth welding portion 92d, and a fifth welding portion 92 e.
The first welded portion 92a, the second welded portion 92b, the third welded portion 92c, the fourth welded portion 92d, and the fifth welded portion 92e will be described in detail later.
As shown in fig. 9, the welded portion 92 is a portion welded to the tunnel left side wall 31 of the floor tunnel 16 by spot welding using, for example, welding equipment (welding guns) 100 and 101. Therefore, it is necessary to suppress interference of the welding apparatuses 100, 101 with the partition 18 (specifically, the first partition vertical wall 42).
Therefore, the welded portion 92 is mainly provided at a position farther from the first cross member vertical wall 21 toward the vehicle body front side than the bonded portion 91.
Returning to fig. 3 and 8, by providing the first beam flange 58 with the adhesive portion 91 and the welded portion 92, the adhesive portion 91 of the first beam flange 58 can be fixed to the vicinity of the first beam vertical wall 21 by adhesion. Therefore, when the impact load F1 is input to the cross member 20, the deformation of the first cross member flange 58 in the vicinity of the first cross member vertical wall 21 can be suppressed.
That is, the position of the first cross member vertical wall 21 with respect to the first bulkhead vertical wall 42 can be prevented from being displaced. This can ensure good load transmission performance for transmitting the impact load F1 input to the cross member 20 from the side of the vehicle body from the first cross member vertical wall 21 to the first bulkhead vertical wall 42.
In addition, a weld 92 is provided in a portion of the first beam flange 58 that is remote from the first bulkhead vertical wall 42. This ensures the joint strength of the cross member 20 (specifically, the first cross member flange 58) to the floor tunnel 16.
The adhesive portion 91 is continuously adhered to the duct left wall 31 from the first lower flange 65 to the first upper flange 77 by an adhesive 94 (see fig. 10).
Therefore, the adhesive 94 can prevent the first lower flange 65 and the first upper flange 77 from being displaced. This can ensure more favorable load transmission performance for transmitting the impact load F1 input to the cross member 20 from the side of the vehicle body from the first cross member vertical wall 21 to the first bulkhead vertical wall 42.
As shown in fig. 8 and 10, the first beam flange 58 includes a flange weld 96. The flange welding portion 96 welds the fourth lower flange 68 and the part 77a of the first upper flange 77 to each other in an overlapping state.
The flange weld portion 96 is formed by welding the fourth lower flange 68 and the part 77a of the first upper flange 77 in advance in an overlapping state before the first cross member flange 58 is bonded to the tunnel left side wall 31 with the adhesive 94. The adhesive portion 91 is provided so as to pass through the flange welding portion 96.
In this way, the fourth lower flange 68 and the part 77a of the first upper flange 77 are welded in an overlapping state to form the flange weld portion 96. Thus, the rigidity of the flange weld portion 96 can be ensured. The adhesive portion 91 is provided as a flange weld portion 96 which ensures rigidity.
Thus, the impact load F1 can be better transmitted from the first cross member vertical wall 21 to the first bulkhead vertical wall 42 by the flange weld 96 that ensures rigidity.
The flange weld portion 96 is formed by welding the fourth lower flange 68 and the part 77a of the first upper flange 77 in advance in a state of being overlapped with each other before the first cross member flange 58 is bonded to the tunnel left side wall 31 with the adhesive 94. Therefore, the assembly accuracy of the fourth lower flange 68 and the first upper flange 77 can be improved. This enables the flange weld portion 96 to be positioned at the adhesive portion 91 with high accuracy.
The cross member 20 includes a third lower flange 67, a fourth lower flange 68, a first upper flange 77, and a third upper flange 79 that are bonded to the floor tunnel 16 by bonding portions 91. The cross beam 20 includes a first isolated portion 105, three overlapping portions 106, and a second isolated portion 107.
The first separate portion 105 is a portion where the third lower flange 67 is separately overlapped on the tunnel left side wall 31 of the floor tunnel 16. The three overlapping portions 106 are portions where the fourth lower flange 68 and the first upper flange 77 are overlapped on the tunnel left side wall 31. The second separate portion 107 is a portion where the third upper flange 79 is separately overlapped on the passage top 33.
The first isolation portion 105 is provided with a starting point 105 a. The starting point 105a is welded to the tunnel left side wall 31 by, for example, spot welding. The second isolated portion 107 is provided with an end point 107 a. The end point 107a is welded to the channel top 33 by, for example, spot welding. The adhesive portion 91 is provided continuously from the start point 105a of the first individual portion 105 to the end point 107a of the second individual portion 107 via the three overlapped portions 106.
Thus, the starting point 105a and the ending point 107a, which are adhered to the floor tunnel 16, are firmly fixed by welding. This can prevent the starting point 105a of the adhesive portion 91 from peeling off from the tunnel left side wall 31 of the floor tunnel 16. In addition, the terminal 107a of the adhesive portion 91 can be prevented from peeling off from the tunnel ceiling 33 of the floor tunnel 16.
Here, in the vicinity of the three overlapping portions 106, it is considered that a gap S1 corresponding to the third lower flange 67 is left between the tunnel left side wall 31 and the first upper flange 77. In addition, it is considered that a gap S1 by the amount of the fourth lower flange 68 is left between the tunnel left side wall 31 and the first upper flange 77.
Even in this case, the gaps S1 corresponding to the amounts of the third and fourth lower flanges 67, 68 are filled with the adhesive 94. Thus, the first upper flange 77 can be bonded to the tunnel left side wall 31 with the adhesive 94. Thereby, three plates of the tunnel left side wall 31, the third lower flange 67, and the first upper flange 77 can be continuously bonded. Similarly, three plates of the tunnel left side wall 31, the fourth lower flange 68, and the first upper flange 77 can be continuously bonded.
In addition, a start point 105a is provided in the first individual portion 105, and an end point 107a is provided in the second individual portion 107. The adhesive portion 91 is provided continuously from the starting point 105a to the end point 107a via the three overlapped portions 106. That is, the third lower flange 67, the fourth lower flange 68, the first upper flange 77, and the third upper flange 79 are continuously bonded to the duct main body 25 with the adhesive 94 from the starting point 105a to the end point 107a through the three overlapping portions 106.
Thus, the third lower flange 67, the fourth lower flange 68, the first upper flange 77 and the third upper flange 79 are firmly adhered to the channel body 25. This enables the impact load F1 input to the third lower flange 67, the fourth lower flange 68, the first upper flange 77, and the third upper flange 79 to be transmitted to the floor tunnel 16 side well. That is, the load transmission from the third lower flange 67, the fourth lower flange 68, the first upper flange 77, and the third upper flange 79 to the floor tunnel 16 side can be ensured satisfactorily.
Here, the third lower flange 67 and the first upper flange 77 are sequentially overlapped on the tunnel left side wall 31 by the three overlapping portions 106. The fourth lower flange 68 and the first upper flange 77 are sequentially overlapped on the tunnel left wall 31 by the three overlapping portions 106.
In addition, the first upper flange 77 forms a first face extending along the channel left side wall 31. Also, the third upper flange 79 extends along the passage top 33, thereby forming a second face extending in a direction intersecting the first face.
The three overlapping portions 106 are provided on the first upper flange 77 which becomes the first surface. The end point 107a is provided on the third upper flange 79 which becomes the second surface.
Thus, the third upper flange 79 extends in a direction intersecting the first upper flange 77. Further, three overlapping portions 106 are provided in the first upper flange 77. The third upper flange 79 is provided with a terminal 107 a.
Therefore, the third upper flange 79 can be brought into contact with the tunnel ceiling 33 and welded thereto, while allowing the gap S1 between the first upper flange 77 and the tunnel left wall 31 by the third lower flange 67 or the fourth lower flange 68. This can improve the ease of assembly of the floor tunnel 16, the third lower flange 67, the fourth lower flange 68, and the first upper flange 77.
As shown in fig. 4 and 8, the welded portion 92 is welded to the tunnel left side wall 31 mainly at a position farther from the first cross member vertical wall 21 toward the vehicle body front side than the bonded portion 91 by, for example, spot welding.
The welding portion 92 includes a first welding portion 92a, a second welding portion 92b, a third welding portion 92c, a fourth welding portion 92d, and a fifth welding portion 92 e.
The first welded portion 92a is a portion that becomes the starting point 105a of the first separate portion 105. The first welded portion 92a is formed by welding, for example, the left flange portion 45 (specifically, the projecting piece 45a projecting from the left flange portion 45), the tunnel left-side wall 31, and the third lower flange 67 of the diaphragm 18 by spot welding (see also fig. 10).
The second welded portion 92b is formed by welding the first left vertical wall flange 42c of the bulkhead 18 (specifically, the lower end portion of the first left vertical wall flange 42 c), the tunnel left side wall 31, and the third lower flange 67 by, for example, spot welding.
The third welded portion 92c is a portion that becomes the end point 107a of the second isolated portion 107. The third welded portion 92c is formed by welding, for example, spot welding the first upper vertical wall flange 42b of the bulkhead 18 (specifically, the left end portion of the first upper vertical wall flange 42 b), the tunnel top 33, and the third upper flange 79 (see also fig. 10).
That is, the separator 18 is welded to both the third lower flange 67 and the third upper flange 79. Thus, the positional displacement of the first cross member vertical wall 21 with respect to the first partition vertical wall 42 can be reliably prevented. This enables the impact load F1 input to the cross member 20 from the vehicle body side to be transmitted from the first cross member vertical wall 21 to the first bulkhead vertical wall 42 (see also fig. 3) satisfactorily.
As shown in fig. 8 and 11, the fourth welded portion 92d is formed by welding, for example, the patch vertical portion 27b of the left ridge patch 27 (specifically, the rear end portion of the patch vertical portion 27b (see also fig. 4)), the tunnel left side wall 31, and the first upper flange 77 by spot welding.
The fifth welded portion 92e is formed by welding, for example, the patch horizontal portion 27a of the left ridge patch 27 (specifically, the rear end portion of the patch horizontal portion 27a (see also fig. 4)), the tunnel ceiling portion 33, and the third upper flange 79 by spot welding.
Therefore, the impact load F1 input to the cross member 20 from the vehicle body side can be transmitted to the vehicle body front side of the floor tunnel 16 via the left ridge patch 27. This enables the impact load F1 input to the cross member 20 to be supported by the entire vehicle.
The technical scope of the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.
Claims (6)
1. A vehicle body structure, wherein,
the vehicle body structure is provided with:
a floor tunnel provided in the center of the floor in the vehicle width direction;
a cross member joined to a side surface of the floor tunnel and extending in a vehicle width direction; and
a partition plate disposed inside the floor tunnel,
the cross member includes:
a beam vertical wall extending in the vehicle width direction and in the up-down direction; and
a cross member flange extending in a vehicle body front-rear direction from the cross member vertical wall,
the partition plate has a partition plate vertical wall extending in the vehicle width direction and in the up-down direction,
the beam vertical wall and the partition vertical wall are arranged at the same position in the front-rear direction of the vehicle body,
the beam flange includes:
a bonding portion bonded to the floor tunnel; and
a welded portion welded to the floor tunnel at a position farther from the beam vertical wall than the bonding portion.
2. The vehicle body structure according to claim 1,
the cross member includes:
a lower beam provided on the floor side; and
an upper beam provided on an upper side of the lower beam,
the beam flange includes:
a lower flange provided to the lower beam; and
an upper flange provided to the upper beam,
the bonding portion is continuously bonded from the lower flange to the upper flange.
3. The vehicle body structure according to claim 2,
the beam flange includes a flange welding portion for overlapping and welding the lower flange and the upper flange,
the bonding portion is provided so as to pass through the flange welding portion.
4. The vehicle body structure according to claim 2 or 3,
the baffle plate is welded to both the lower flange and the upper flange.
5. The vehicle body structure according to any one of claims 1 to 3,
the floor tunnel is provided with a ridge line patch extending along a ridge line in the front-rear direction of the vehicle body,
the beam flange is welded with the ridge patch.
6. The vehicle body structure according to claim 4,
the floor tunnel is provided with a ridge line patch extending along a ridge line in the front-rear direction of the vehicle body,
the beam flange is welded with the ridge patch.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-133627 | 2017-07-07 | ||
| JP2017133627A JP6575015B2 (en) | 2017-07-07 | 2017-07-07 | Body structure |
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| Publication Number | Publication Date |
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| CN109204570A CN109204570A (en) | 2019-01-15 |
| CN109204570B true CN109204570B (en) | 2021-06-01 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810554275.8A Active CN109204570B (en) | 2017-07-07 | 2018-06-01 | Vehicle body structure |
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| US (2) | US10843739B2 (en) |
| JP (1) | JP6575015B2 (en) |
| CN (1) | CN109204570B (en) |
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- 2018-06-01 CN CN201810554275.8A patent/CN109204570B/en active Active
- 2018-06-04 US US15/996,600 patent/US10843739B2/en active Active
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| CN104024093A (en) * | 2011-12-28 | 2014-09-03 | 丰田自动车株式会社 | Panel joining structure and panel joining method |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN109204570A (en) | 2019-01-15 |
| US11691677B2 (en) | 2023-07-04 |
| JP6575015B2 (en) | 2019-09-18 |
| US20190009833A1 (en) | 2019-01-10 |
| US20210031839A1 (en) | 2021-02-04 |
| US10843739B2 (en) | 2020-11-24 |
| JP2019014387A (en) | 2019-01-31 |
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